Lebanese journalist Maher Al-Dana believes that the estimated cost to rebuild a modern railway network does not exceed six billion dollars, which is less than a tenth of what was wasted on the electricity sector without any notable results.

On an abandoned platform near Beirut port stand the remains of Lebanon’s first railway station, a witness to a bygone glory that began in 1895 by an Ottoman decree from Sultan Abdul Hamid II. There, where the whistle of the first train announcing the Beirut-Damascus journey once echoed, today silence and rust prevail, while Lebanese dream of restoring that artery which once connected the Mediterranean shores to the gates of the Levant.

Railways: From the “Gateway to the East” to Abandoned Ruins

At its peak, the railway lines extended over 400 kilometers: from Tripoli in the north, passing through Jounieh and Beirut, to Tyre in the south, and from the Bekaa Valley in the east to Damascus. Trains transported passengers and goods, opened doors for trade and tourism, and secured Lebanon a leading position in the region.

However, the civil war that broke out in 1975 halted everything. Infrastructure was destroyed by shelling and neglect, stations turned into ruins, and rusty carriages became stages for memories. By the end of the 20th century, trains disappeared completely, leaving the country hostage to congested roads and an economy paying a double cost.

Transport Crisis and a Bleeding Economy

Researcher at the Lebanese Market Studies Institute, Khaled Abu Shaqra, told Euronews that the direct losses caused by the absence of organized public transport, including trains, range between 5 and 10% of the annual GDP. He added: “We are talking about an annual cost of traffic accidents between 1.5 and 3 billion dollars, in addition to a daily consumption of about 850,000 liters of diesel and gasoline, most of which goes to transportation means. If we had a modern train system, these numbers would be significantly reduced, as well as pollution by up to 23%”, which positively reflects on public health and reduces the burden of chronic diseases, including cancer.

These figures reflect not only a transport crisis but a structural crisis affecting the economy, public health, and society as a whole, as pollution-related diseases become a financial and health burden weighing on the state and citizens.

The Dream of Return and Lost Opportunities

On paper, one can imagine a fast train linking Tripoli with Beirut, Saida, and Tyre, and another crossing the mountains to the Bekaa and reaching Syria, reconnecting the country’s parts and easing pressure on coastal roads.

But the dream remains ink on paper in a country riddled with crises. Nevertheless, Lebanese journalist Maher Al-Dana believes that any serious plan for reconstruction and state-building cannot overlook reviving the railway project, due to its positive effects on various economic and social levels. Al-Dana told Euronews that the project could alleviate the demographic crisis facing Lebanese youth by enabling residence in areas far from the capital with easy commuting to work in Beirut, addressing housing and marriage crises and reducing population pressure in the capital.

He added that railways will open wider economic horizons, especially with reconnecting Beirut port to the Syrian capital Damascus and from there to Gulf countries, noting that the distance between Beirut and Damascus via railway would be shorter than the Tartous-Damascus line, restoring Beirut port’s traditional role as a vital trade hub between East and West.

Al-Dana confirmed that studies indicate the cost of building a modern railway network does not exceed 6 billion dollars, an amount incomparable to the billions spent on the electricity sector without tangible results.

In a painful coincidence, the Beirut port explosion on August 4, 2020, coincided with the anniversary of the first train’s departure in 1895 from the same station.

That explosion destroyed what remained of the railway facilities near the port and deepened the capital’s economic and social wounds. But it also revived discussions about the need for strategic projects to restore Beirut’s status and regional role, especially amid major regional transformations.

Regional Transformations

In light of geopolitical changes in Syria and the region, reconnecting Lebanon with Syria and the Gulf through a railway network appears as a golden opportunity. The route from Beirut to Damascus is shorter and more feasible than any other port, making the Lebanese capital qualified to be a regional logistics center.

However, political division and corruption squander all investment potentials.

Corruption Devours the Dream

Even in the absence of trains, the state still appoints a general director for the Railways and Joint Transport Authority. This reality makes any talk about reviving the project hostage to a political will that is not yet available, amid a system that considers state institutions as “private farms”.

Despite all obstacles, transport experts see investment in railways as a key lever for Lebanon’s recovery. The strategic geographic location and urgent need for sustainable transport solutions make the project an essential element for any economic revival plan.

Al-Dana concluded his talk with Euronews saying: “The train is not an unattainable dream. If the will is present, it can turn within a few years into a reality that restores Lebanon’s natural role and brings some lost hope back to the Lebanese people.”

A Mirror of Reality

From abandoned stations in Beirut, Tripoli, and Saida, to stalled plans and chronic corruption, Lebanon’s railways remain a mirror reflecting a country trapped between its glorious past and troubled present.

But amid this rubble, hope remains that one day the train whistle will sound again, carrying with it a beacon of Lebanon’s return to its rightful path.